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2012 Annual Noise Report

Jackson Hole AirportJackson Hole AirportJackson Hole Airport

2012 Annual

Noise Report

January 2013

Prepared For:

Jackson Hole Airport Board Jackson Hole Airport

1250 East Airport Road Jackson, Wyoming 83001

20201 SW Birch Street

Suite 250 Newport Beach, CA 92660

Tel (949) 250-1222 Fax (949) 250-1225

www.BridgeNet-Intl.com

Table of Contents

Jackson Hole Airport BridgeNet International 2012 Annual Report i

Table of Contents 1.0 Introduction 1-1 2.0 Background Information on Noise 2-1 2.1 Background 2-1 2.2 Noise Metrics 2-4 2.3 Noise Assessment Guidelines 2-4 2.4 Methodology in Determining the Noise Environment 2-5 3.0 Operational and Flight Data 3-1 3.1 Aircraft Operations 3-1 3.2 Enplaned Passengers 3.3 Measurement and Analysis Procedures 3-4 Continuous Measurement of the Noise 3-4 3.4 Operational Data 3-4 Correlation of Noise and Flight Data 3-5 Calculation of Aircraft Noise Metrics 3-5 4.0 Noise Measurement Results 4-1 4.1 Introduction 4-2 4.2 Continuous Noise Measurement Data 4-2 4.3 Ambient Noise Measurement Results 4-4 4.4 Aircraft Single Event Noise Measurement Results 4-8 4.5 DNL Noise Measurement Results 4-16 4.6 Hourly LEQ Noise Measurement Results 4-19 4.7 Summary of Spring/Summer Noise Measurement 4-20 4.8 Summary of Annual Noise Levels 4-20 5.0 Computer Modeling 5.1 Introduction 5-1 5.2 Existing Aircraft Operations 5-2 Fleet Mix 5-3 Time of Day 5-3 Runway Use 5-3 Flight Path Utilization 5-6 5.3 Modeling Results 5-9 6.0 Summary 6-1 6.1 Overall Summary

Table of Contents

Jackson Hole Airport BridgeNet International 2012 Annual Report ii

Appendix A Time History Noise Event Plots A-1 B Ambient Noise Measurement Results B-1 C One Day of Measured Aircraft Noise Events C-1 D Single Departure Noise Level by Aircraft D-1 E Single Arrival Noise Level by Aircraft E-1 F Loudest Aircraft Noise Events F-1 G Noise Event Plot Reports G-1 H DNL Contribution and SEL Distribution Results H-1 I Hourly LEQ Aircraft and Total Noise Data I-1

Table of Contents

Jackson Hole Airport BridgeNet International 2012 Annual Report iii

List of Tables Table 1-1 Noise Measurement Sites 1-1 Table 3-1 Fall/Winter Aircraft Operations 3-2 Table 4-1 Ambient Noise Measurement Results 4-6 Table 4-2 Aircraft DNL Noise Measurement Results 4-15 Table 4-3 Hourly Total LEQ Noise Measurement Results 4-20 Table 5-1 Summary of Operations 5-2 Table 5-2 INM Detailed Case Summary 5-4 Table 5-3 Daytime Runway Utilization 5-5 Table 5-4 Nighttime Runway Utilization 5-5

Table of Contents

Jackson Hole Airport BridgeNet International 2012 Annual Report iv

List of Figures Figure 1-1 Noise Measurement Location Map 1-2 Figure 2-2 Critical Area Boundary 2-2 Figure 3-1 Comparison of Average Daily Operations for Seasons 2010 through 2012 3-3 Figure 4-1 Sample Time History Noise Plot Of Aircraft and Ambient Noise 4-3 Figure 4-2 Ambient Noise Measurement Results for All Sites 4-6 Figure 4-3 Site Specific Ambient Noise Measurement Results 4-7 Figure 4-4 One Day of Measured Aircraft Noise Events 4-9 Figure 4-5 Range of Noise and Number of Events Histograms 4-10 Figure 4-6 Single Event Departure Noise Level by Aircraft Report 4-11 Figure 4-7 Single Event Arrival Noise Level by Aircraft Report 4-12 Figure 4-8 Loudest Aircraft Noise Events Site Report 4-14 Figure 4-9 Noise Event Plot 4-15 Figure 4-10 Aircraft DNL 4-17 Figure 4-11 All Histo Site Noise Report 4-18 Figure 4-12 2012 Winter/Summer Annual DNL Report 4-22 Figure 4-13 2012 Annual DNL Report 4-23 Figure 5-1 Arrival and Departure Tracks for Runway 19 5-7 Figure 5-2 Arrival and Departure Tracks for Runway 01 5-8 Figure 5-3 2012 Annual DNL Noise Contours 5-10

Section 1 Introduction

Jackson Hole Airport BridgeNet International 2012 Annual Report Page 1-1

1.0 Introduction

The purpose of this report is to present the final results from the 2012 noise measurement

survey at Jackson Hole Airport. This report also includes data from the Fall 2011 – Winter 2012 interim report. Noise measurements are conducted during the winter and summer seasons in order to determine the annual noise exposure levels from the airport. This year-end report summarizes the results from winter and summer noise measurements for 2012. These results are compared and summarized with respect to the noise limits established at the airport. The results are also compared to previous noise measurements conducted since 1984, presenting the changes in noise levels at the airport that have occurred over time.

From 1984 to 2003, noise monitors were stationed at the same three sites for each measurement period. Each site is monitored for approximately one week during both the winter and summer season. The three sites that were monitored during this survey are Moulton Loop, the Village of Moose, and Barker Ranch. In 2003 Jackson Hole Airport installed six (6) permanent noise monitors located in the Grand Teton National Park that collect data continuously year around. Moulton Loop, the Village of Moose, and Barker Ranch are now permanently monitored sites. These measurement locations and the three additional sites are presented in Table 1-1 and Figure 1-1. Table 1-1 Noise Measurement Sites

Sites Name Location Longitude Latitude

1 Moulton Loop Zenith Drive and Spring Gulch Road -110.747130 43.591520 2 Golf Course Jackson Hole Golf & Tennis Club -110.753640 43.562150 3 Barker Ranch Circle H Ranch (Barker’s Residence) -110.758650 43.638030 4 Moose Moose Entrance -110.716280 43.648470 5 4 Lazy F Ranch 4 Lazy F Ranch -110.709010 43.662930 6 Timber Island East of Timber Island -110.713490 43.718484

The primary purpose of the measurements is to determine if the airport is in compliance with the agreement between the U.S. Department of Interior and the Jackson Hole Airport Board (Agent). The results of the measurements show that the airport is in compliance with the requirements of the airport agreement. Aircraft noise levels within the Park are calculated to be greater than 5 dBA below the levels specified within the airport agreement with the Department of Interior. In addition, the 65 DNL noise contours do not extend into residential land uses.

Section 1 Introduction

Figure 1-1Location Map

Noise Measurement Location Sites:

Jackson Hole Airport 2012 Annual Report

Jackson Hole Airport

2012 Annual Report

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Section 2 Background Information on Noise


2.0 Background and Information on Noise

2.1 Background

Jackson Hole Airport is the only commercial airport in the country that is located within a system area that is designated a National Park. Subsequently, it has had a long history of controversy concerning its operation and development. As a result of this, the airport operates under a number of special restrictions and the Airport Board has developed a number of special noise abatement measures to minimize the impacts from aircraft noise. These procedures and a brief history of their development are presented in the following report.

In the early 1980's the Airport Board and the Department of Interior entered into negotiations for a new agreement for the continued operation of the Airport. The Agreement required that a revised noise control plan be developed which “... utilizes the latest in noise mitigation technology and procedures. The revised plan will be developed in a comprehensive study to consider all of the relevant environmental, economic, and operational considerations.” The primary objectives of the noise control plan as stated in the Agreement were “to ensure that future airport operations are controlled in such a manner that aircraft noise exposure will remain compatible with the purposes of Grand Teton National Park and will result in no significant increase in cumulative or single event noise impacts on noise sensitive areas of the Park.” As a result, the Airport Board initiated a study to investigate methods of mitigating the aircraft noise levels resulting in the development of a new comprehensive noise control program for the airport.

The agreement contained several key restrictions in terms of cumulative and single event noise levels. The primary restriction was that the airport could not exceed specific Day-Night Level (DNL) noise levels at critical locations within the Park boundary. Another requirement is that the annual level from aircraft noise at the Moose measurement location cannot exceed 55 DNL. In addition, there is a restriction line within the Park where the aircraft annual noise levels cannot exceed 45 DNL. The 45 DNL limit is shown as the Critical Area Boundary as presented in Figure 2-1.

In order to meet the requirements of the Agreement, the Airport Board developed an Airline Access Plan. This Access Plan placed a limit on the number of operations of commercial jet aircraft that was then adopted by all the airlines at the airport. The limit on operations was determined to be 6.5 Average Daily Departures of the 737-200/D17. Increases in operations could only be accomplished by substituting these aircraft with the quieter, new generation of aircraft which at that time were just entering service.


Figure 2-1Critical Area Boundary:


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The Agreement also included a single event limit provision. The single event limit restricted the operations of any aircraft that generated sound levels above the specified limit. This single event limit was 92 dBA as defined by the approach dBA level from FAR 36 regulations (Note: this numeric value should not be compared to noise levels shown in this report in that the measurements utilized a different noise metric at different locations from the airport). This essentially eliminated aircraft from operating at the airport that generated higher noise levels than the 737-200/D17 aircraft. The Noise Control Program at Jackson Hole also includes a number of additional elements. The major elements of the program are summarized below:

• Limit on the level of overall noise that can be generated at the airport. This is enforced through an Airline Access Plan.

• Limitation on the single event aircraft noise level for all aircraft operating at the

airport. This noise abatement measure is designed to limit the single event noise levels over the park as well as eliminating the higher noise level aircraft from operating at the airport.

• Limitation on night operations by turbojet air carrier aircraft.

• A preferential runway program that requests that all aircraft depart to the south

and arrive from the south when wind conditions permit. Monitoring of this provision is documented for every commercial jet operation.

• A request that all aircraft departing to the south make an immediate left turn,

weather conditions permitting. Monitoring of this provision is documented for every commercial jet operation.

• A request that aircraft arriving from the south perform a left downwind turn

near Black Tail Butte, when weather conditions permit. Right downwind turns over the Park are discouraged.

• A comprehensive operational and noise-monitoring program that documents the

level of compliance with these noise abatement procedures.

In order to ensure compliance with the Agreement restrictions, the Jackson Hole Airport Board conducts a semi-annual noise measurement survey. These measurements are conducted for approximately a one week period during the peak winter and summer seasons. The purpose of this report is to present the results of the winter noise measurement survey which documents compliance with the noise limits contained in the Agreement between the Airport Board and the Department of Interior.



2.2 Noise Metrics

The description, analysis and reporting of community sound levels from aircraft is made difficult by the complexity of human response to sound and the myriad of noise metrics that have been developed for describing acoustic impacts. This analysis utilizes the two major noise metrics for analysis of aircraft noise impacts: Day Night Noise Level (DNL), and Sound Exposure Level (SEL). Both of these metrics are based on the A-weighted decibel (dBA).

DNL, the primary metric for analysis, is a “cumulative” noise metric because it represents a measure of the total noise over a 24-hour period. Cumulative noise metrics have been developed to assess community response to noise. They are useful because these scales attempt to combine the loudness of each event, the duration of these events, the total number of events, and the time of day these events occur into a single number rating scale. They are also designed to account for the known health effects of noise on people. The FAA, the EPA, and various other agencies use DNL in assessing noise and land use compatibility.

SEL is a measure of single event noise that describes the loudness of a single flyover regardless of the time of day or the number of such events. SEL also includes the effect of the duration of the noise event. There are no noise and land use compatibility standards in terms of SEL. Disturbances from aircraft noise (i.e., speech and sleep interference) however can be related to SEL levels. 2.3 Noise Assessment Guidelines

Noise/Land use guidelines have been developed by a number of agencies including the Federal Aviation Administration. As a means of implementing the Aviation Safety and Noise Abatement Act, the FAA adopted Regulations on Airport Noise Compatibility Planning Programs. The guidelines specify a maximum amount of noise exposure (in terms of the cumulative noise metric DNL) that will be considered acceptable to, or compatible with, people in both living and working areas. Residential land use is deemed compatible for noise exposures up to 65 DNL.

As part of the Agreement with the Department of Interior, Jackson Hole Airport is required to comply with certain noise limits within Grand Teton National Park. These limits are in terms of the DNL noise levels. One requirement is that the annual noise level from aircraft measured at the Moose location cannot exceed 55 DNL. In addition, the Critical Area Boundary Line, shown in Figure 2-1 sets the limit beyond which the aircraft annual noise level cannot exceed 45 DNL.



2.4 Methodology in Determining the Noise Environment

The noise environment at Jackson Hole Airport was determined through the employment of comprehensive noise measurement surveys of aircraft and ambient noise sources, then incorporating these results into the FAA's airport noise computer model. The noise measurement surveys determine the DNL noise level, the SEL levels from each aircraft flyover, and the background or non-aircraft ambient noise environment.

The measurement of aircraft noise is limited by duration and the time of the survey, and may not exactly reflect the operational levels that exist at the airport on an annual basis. Thus, the measurements are annualized by correlating these results with the average annual airport operations. The results of the measurements, in conjunction with annual airport operational data, are incorporated into a computer model through which annual average noise levels at any location around the airport can be predicted. The noise environment is commonly depicted in terms of lines of equal noise levels, or noise contours.

Noise measurements are conducted at six (6) locations around the airport. These locations include Moulton Loop, the Village of Moose, and Barker Ranch and are illustrated in Figure 1-1. The Moulton Loop measurement site is indicative of the residential area directly south of the airport. This site is directly under the extended runway centerline approximately 2,200 feet south of the runway end, and is one of the areas exposed to the highest noise levels. Note: In 2003, the Moulton Loop site was moved approximately 200 feet closer to the runway end than the old temporary site. This results in slightly higher noise level readings. This location falls under the Federal Aviation Administration noise and land use compatibility guidelines, which recommend that residential land uses should not be exposed to noise levels in excess of 65 DNL.

The Village of Moose measurement site is located in the National Park, south of Teton Park Road and directly under the extended runway centerline. The Lease Agreement with the National Park requires that the aircraft noise levels at this location not exceed 55 DNL. The Barker Ranch measurement site is also within the National Park, along Moose Wilson Road northwest of the airport. This site is on the restriction line that requires that aircraft noise levels not exceed 45 DNL.

Section 3 Operational and Flight Data


3.0 Operational and Flight Data

3.1 Aircraft Operations

The 2011 - 2012 aircraft operations were derived directly from the airport summary of daily logs. The 2011 - 2012 analysis season is presented for the operations between October 1, 2011 and September 30, 2012. The total number of operations during the twelve month period was 26,241 or 71.9 average daily operations. An operation is either 1 departure or 1 arrival. This included an average of 9.7 commercial jet operations per day, 7.4 regional jet operations per day and 19.0 corporate jet operations per day. The Fall 2011 – Summer 2012 operations are presented in Table 3-1. The change in operations between the 2010, 2011 and 2012 seasons is presented in Figure 3-1. 3.2 Enplaned Passengers

The total number of enplaned passengers is also presented in Table 3-1. For the 2011 - 2012 season, there were 276,743 enplaned passengers.

Section 3 Operations

Table 3-1

Aircraft Operational Summary

Jackson Hole Airport 2012 Annual Noise Report

October 1, 2011 - September 30, 2012

Fall Winter Spring Summer Totals Average Daily Operations

Aircraft Airlines Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Fall/Winter Spring/Summer Annual

Commercial Jets

A319 Delta 14 86 62 74 122 36 92 182 184 104 956 2.0 3.3 2.6

Frontier 30 60 62 62 18 232 1.3 0.6

United 16 4 10 44 34 62 16 56 33 102 80 50 507 0.9 1.9 1.4

A320 United 106 18 66 22 26 16 6 70 36 76 74 516 1.4 1.4 1.4

B757-200 American 40 52 58 72 4 44 78 74 60 482 1.2 1.4 1.3

Delta 26 20 10 20 4 12 12 2 106 0.4 0.2 0.3

United 2 32 42 44 64 105 188 164 114 755 1.0 3.1 2.1

Regional Jets

CRJ7 Skywest 192 220 206 262 232 182 226 280 282 276 260 76 2,694 7.1 7.7 7.4

Small Commuter

DH8B Republic 52 52 0.3 0.1

Air Taxi

BE19 Ameriflight 38 44 38 38 44 40 38 44 36 40 40 38 478 1.3 1.3 1.3

BE99 Ameriflight 46 46 40 44 46 48 42 38 30 42 40 36 498 1.5 1.3 1.4

SW4 Ameriflight 2 2 24 2 4 4 2 2 42 0.2 0.1 0.1

Other Misc 76 33 85 83 61 88 143 173 323 332 364 311 2,072 2.3 9.0 5.7

General Aviation

Corporate Jet 453 263 637 602 548 526 227 293 616 922 1,062 778 6,927 16.6 21.4 19.0

GA Other 831 510 676 850 674 744 481 580 943 1,244 1,287 848 9,668 23.4 29.6 26.5

Military

C-21 22 10 7 48 17 1 40 45 42 45 39 40 356 0.6 1.4 1.0

TOTAL 1,784 1,150 1,888 2,170 1,870 1,984 1,257 1,544 2,685 3,563 3,744 2,603 26,241 59.3 84.6 71.9

Passengers Passengers Passengers

11,968 6,707 15,069 20,689 21,560 25,348 8,450 10,500 27,770 46,185 49,994 32,503 276,743 554 964 758

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Figure 3-1 Comparison of Average Daily Operations for Seasons 2010, 2011 and 2012 Jackson Hole Airport 2012 Annual Report



3.3 Measurement and Analysis Procedures

The following section outlines the methodology used to measure and quantify noise levels from aircraft operations and ambient noise level conditions. Measurement methodology and analysis techniques used in the study are also included. Continuous Measurement of the Noise

The methodology employed in this study uses the continuously recorded one second LEQ noise levels at each of the six permanent measurement locations. From this data different noise metrics can be calculated. This includes the aircraft single event noise event level, cumulative daily noise levels, time above levels, and the ambient levels. Since all the noise is collected during the measurements, it is possible to process the data and calculate different metrics of interest that may arise. The process of calculating noise events from this data uses a floating threshold methodology. This allows for the measurement and identification of lower noise level events. The parameters are adjustable and can be modified so that it is possible to recalculate noise events from raw data any time in the future. 3.4 Operational Data

In fall of 2008, the FAA installed a BI-6 radar system at the airport. With the installation of radar, the noise monitoring system was also upgraded. The upgrade consisted of numerous components, including; access to the BI-6 radar data, weather data, and the additional of new features to the remote noise monitoring stations. The BI-6 radar data connection allows for the noise monitoring system to correlate an aircraft noise event to the aircraft causing the event. At the same time the noise monitoring sites were also upgraded to measure detectability. Detectability follows along the Volpe Center’s standards for measuring aircraft noise in a park setting. The audible contribution of aircraft and other noise sources to the Park’s natural quiet can be approximated using the detectability metric. The upgrade allows the noise monitoring system to more accurately measure the aircraft noise levels at the noise measurement points and to also quantify the aircraft audibility levels at these locations.

BI-6 radar, is the primary source for aircraft operational information. However the airport maintains a live feed of all of the IFR aircraft activity in the United States directly from FAA center data as a secondary information source. This data source is the Aircraft Situational Display (ASD). This provides data on all domestic civilian IFR aircraft, and the data stream includes aircraft type, position and altitude by time. VFR aircraft are not included in this data source. When possible, this data is correlated with the noise event data using custom software.

The ASD radar data includes IFR flight information for every flight, as well as position information as to the location of the flight. Each flight is also assigned a unique identification track number so all of the data for any particular flight can be compiled. The flight information includes data such as the ARTS aircraft type, ARTS airline code, departing and arriving airport codes, and flight number. The position information includes the X and Y



coordinates as well as the altitude of the aircraft at each point. The location information given provides the information necessary to determine the direction of flow for runway usage. Correlation of Noise and Flight Data

Custom noise monitoring software was used to help correlate aircraft flight activity to the noise data. This software utilizes such methods as aircraft position information, noise event sequencing, and noise event profiling to correlate noise data to the aircraft activity. The noise event profiling is used to identify characteristics of both the aircraft and non-aircraft noise events.

Calculation of Aircraft Noise Metrics

Once the collection and correlation of the noise and flight data is complete, the various noise metrics can be calculated. A custom computer program is used to calculate the single event, cumulative, and ambient noise metrics of interest from the data collected at each of the noise monitoring sites.

Section 4 Noise Measurement Results


4.0 Spring/Summer Noise Measurement Results

4.1 Introduction

The existing noise environment for Jackson Hole Airport was determined through a noise measurement survey. The results of the measurement survey are summarized in the following paragraphs. This section presents noise survey information for the Spring & Summer 2012 season as well as the 2011 - 2012 annual noise measurement results. Additional data, which includes more detailed results for each measurement site, is presented in the Appendices. This section presents the overall findings from the noise measurement survey. This includes an explanation of the results and is divided into the following sub-sections: Noise Measurement Results

Continuous noise measurement data Ambient noise measurement results Single event noise measurement results (SEL) DNL noise measurement results Hourly noise measurement results (LEQ)

The airport’s permanent noise monitoring system utilizes 01dB Opera noise monitors at all of the measurement sites. The permanent monitoring system is state-of-the-art and complies with all specific International Standards (IEC), and measurement standards established by the American National Standards Institute (ANSI) for Type 1 instrumentation.

The data collected by the permanent monitors includes the continuous measurement of 1-second average or equivalent (LEQ), noise levels. This type of measurement system allows for the measurement and identification of SEL noise events at a lower threshold than the equipment previously used at this site. This allows for a more accurate measurement of lower aircraft noise levels that are typical of the sites in the Park. Analysis of this data resulted in the SEL noise levels from each individual flyover, the hourly LEQ noise levels, and the daily DNL noise levels for the measurement period.



Although the airport installed a permanent noise monitoring system that monitors noise year-round, for the purposes of this agreement, the periodic noise studies will continue to be conducted for two weeks a year, one week in the summer and one week in the winter. In keeping the study to the original two weeks, the consistency of the noise measurement is intact; in addition, the period of correlation focuses on the times when operations are at their highest levels. The time period chosen for detailed analysis was the period between August 30, 2012 and September 12, 2012. 4.2 Continuous Noise Measurement Data

Noise levels are continuously recorded at each of the noise-monitoring sites. In addition to recording the noise events from aircraft, monitors also record the ambient noise level of the community surrounding the site. A sample of this data is presented in the top portion of Figure 4-1 which displays a 10-minute segment of continuous noise data that was measured at Site 4, at Moose. The measured A-weighted noise level value is shown on the vertical axis and time of day, in minutes, is displayed on the horizontal axis. The difference between an aircraft event and the ambient noise can be easily distinguished in this plot with each of the peaks generated by an aircraft overflight.

The bottom portion of Figure 4-1 presents corresponding data measured at Site 5, 4 Lazy F Ranch, for the same time period. Given the relative close proximity of the noise measurement sites, aircraft overflights are generally measurable in all areas around the airport. This graphic also illustrates the pattern of the noise event that can be used in separating aircraft noise from other noise sources. Sample time history plots measured at each of the other noise monitoring sites is presented in Appendix A.


Figure 4-1Sample Time History Noise Plot of Aircraft and Ambient NoiseJackson Hole Airport 2012 Annual ReportPeriod: September 03, 2012 07:25:00 to September 03, 2012 07:34:59Site: Moose (top) - 4 Lazy F Ranch (bottom)


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4.3 Ambient Noise Measurement Results

Background, or ambient noise levels, (those without aircraft noise) are measured at each of the monitoring locations, and these results are presented using Percent Noise Levels (Ln). Percent Noise Level characterizes intermittent or fluctuating noise by showing the noise level that is exceeded during a significant percent of time during the noise measurement period. Ln is most often used to characterize the statistical distribution of measured noise levels. For example, L90 is the noise level exceeded 90 percent of the time, L50 is the level exceeded 50 percent of the time, and L10 is the level exceeded 10 percent of the time. Typically, L90 represents the background noise level; L50 represents the median or ambient noise level, and L10 the most intrusive noise levels.

Other noise sources that are part of the background noise environment include roadway, wind in the trees, and people activities. This data aids in assessing how intrusive aircraft noise is on the ambient environment.

Results of the ambient noise measurement survey at each measurement site are displayed in the following figures and tables. Table 4-1 presents the statistical summary of the ambient measurements for the entire measurement period at each site using the Ln noise levels for the Lmin, L90, L50, L10 and Lmax. The Lmax (Maximum Noise Level) is presented for the loudest 1-second dBA value that was measured while the Lmin (Minimum Noise Level) is the lowest 1-second dBA value that was measured. This table illustrates the range in noise levels that exist at each site. Note that aircraft noise events are included in this data and are typically the source of the peak or maximum noise levels. A graphic depiction of the same information is presented in Figure 4-2.



Figure 4-2 Ambient Noise Measurement Results for All Sites Jackson Hole Airport 2012 Annual Report Period: August 30, 2012 and September 12, 2012

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Table 4-1 Ambient Noise Measurement Results Jackson Hole Airport 2012 Annual Report

Site# Name Description Statistical Noise Levels (dBA)

LMax L10 L50 L90 LMin

1 Moulton Loop Zenith Drive and Spring Gulch 99 50 42 38 27

2 Golf Course Jackson Hole Golf & Tennis 81 45 38 35 31

3 Barker Ranch Circle H Ranch 77 46 44 43 41

4 Moose Moose Entrance 81 46 42 42 39

5 4 Lazy F Ranch 4 Lazy F Ranch 81 44 40 38 35

6 Timber Island East of Timber Island 79 46 39 33 21

Industry practices indicate that L90 is a good representation of the background noise

level and L50 the ambient noise level. These represent the levels that are exceeded 90 percent of the time and 50 percent of the time, respectively. The L90 is referred to as the residual noise, when other sources of noise are not present, and is the level above which noise events occur, such as an aircraft overflight or a vehicle pass-by. Aircraft noise would have very little if any contribution to this noise level because of the relatively short duration of these noise events. The L50 noise level is referred to as the median or ambient noise level. Half the time the noise is below this level, and half the time it is above this level. Even during peak hours of aircraft activity, the L50 noise level would not be influenced by the aircraft noise. On a 24-hour basis, this level is generally reflective of ambient noise levels.

The measurements show that background L90 noise levels ranged from the low 30s dBA to a high of the low 40s dBA. Most sites had an average L90 noise level right around the high 30s dBA. The ambient L50 noise levels ranged from the high 30s dBA to to 44 dBA. The majority of these sites are located in relatively quiet settings that are not exposed to other noise sources, such as highways or people activities.

Ambient noise levels vary by day and time of day as summarized in the data from the Moose site which is presented in Figure 4-3. The top portion of this figure presents the day-to-day ambient measurement results. The bottom portion of the figure shows each hour of ambient measurement data for one typical day (September 6). Day-to-day ambient noise levels are generally similar with higher levels occurring during high wind conditions. Ambient noise levels vary by time of day with quieter levels typically occurring during night and early morning hours, and with higher levels occurring during daytime hours. Typical quiet ambient noise levels range from 5 to 10 dBA lower than average hours. The ambient noise data from the remaining sites is presented in Appendix B.


Figure 4-3Site Specific Ambient Noise Measurement ResultsJackson Hole Airport 2012 Annual ReportSite: Moose

Period: August 30, 2012 to September 12, 2012

Period: August 31, 2012

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4.4 Aircraft Single Event Noise Measurement Results

Aircraft single event noise levels were identified at each measurement site. The acoustic data included the maximum noise level (Lmax), the Sound Exposure Level (SEL), and the time duration of aircraft events. The single events measured during the survey were correlated with flight operations information. With this correlated single event noise data, it was possible to separately identify the single event noise levels from the different sources of aircraft noise. The single event results are summarized in the following paragraphs.

The number of aircraft noise events measured daily at a site is presented graphically in Figure 4-4. This figure presents one day of events for the 4 Lazy F Ranch Site. The table presents the SEL noise values plotted as a histogram. The vertical axis presents the number of events that occurred in each hour; the horizontal axis reports the hour of the day. The SEL values are plotted vertically for each event in each hour. Graphs showing the number of aircraft noise events measured at the other sites are presented in Appendix C.

The single event data were analyzed in terms of the distribution of events by calculated single event noise level. An example of the range in noise data is presented for two sites in Figure 4-5. This figure presents a histogram of SEL values for all the aircraft events that were measured at the Moose site and at the 4Lazy F Ranch site. The histogram shows the measured SEL noise level on the horizontal axis and the number of measured aircraft events with that SEL level on the vertical axis. The Moose Loop site is representative of a location close to the airport while the 4Lazy F Ranch site is representative of a location more distant from the airport. These results show the wide range in noise level generated by aircraft events that occur at each site as well as the number of noise events.

Once correlated to the operational information, the single event data were analyzed in terms of noise level per aircraft type. Examples of the single event noise level by aircraft type are presented in Figures 4-6 and 4-7. Figure 4-6 displays the average single event noise level by aircraft type for departures measured at Moulton Loop. Figure 4-7 displays the average SEL by aircraft type for arrivals measured at Moose. These figures show the type of aircraft, the number of measured noise events correlated to that aircraft type, and the average single event noise level measured for that aircraft type. The longer bar graph illustrates those aircraft with the loudest events. The louder events were generally produced by older generation corporate aircraft. These data illustrate the difference in noise levels generated by departure operations versus arrival operations. The data shows that departure events generate higher noise levels and a wider range in noise per the different aircraft types. Single event noise level exhibits for the other sites are presented in Appendices D and E for departures and arrivals, respectively.


Figure 4-4One Day of Measured Aircraft Noise EventsJackson Hole Airport 2012 Annual ReportPeriod: September 3, 2012Site: 4 Lazy F Ranch

This table presents one day of events for one measurement site. The table presents the SEL noise

value plotted as a histogram. The vertical axis presents the number of events in each hour. The

horizontal axis is the hour of the day. The SEL values are plotted vertically for each event in each

hour. The data shows that the noise events generally occur during peak times of the day. This peak

period varies from day to day and is not always the same hours. Numbers in Red are higher noise

level events when the SEL exceeds 94.5 dBA.


2012 Annual Report


Page 4-9


Figure 4-5

Range of Noise and Number of Events HistrogramsJackson Hole Airport 2012 Annual ReportPeriod: August 30, 2012 to September 13, 2012Sites: Moose (top) - 4 Lazy F Ranch (bottom)

0

10

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65 71 77 83 89 95 101 107

SEL Noise Levels

Total Number of Measured Aircraft Noise Events

0

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20

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65 71 77 83 89 95 101 107

SEL Noise Levels



2012 Annual Report


Page 4-10


Figure 4-6Single Event Noise Level by Aircraft ReportJackson Hole Airport 2012 Annual ReportPeriod: August 2012 to September 2012Site: Moulton Loop - Zenith Drive and Spring Gulch RoadOperations: Departure Runway: 19 Tracks: ALL

Aircraft Energy Graph of Energy Average SEL

Average

SEL

560 C560 84.6

A319 A319 81.3

A320 A320 79.6

B757-200 Series B752 82.1

Super King Air 200,

HuronBE20 75.9

Airliner/Model 99 BE99 74.5

Citation Jet X C750 71.0

CJ CJ 77.7

Regional Jet CRJ7 80.8

BAe HS 125 Series

700/800H25B 79.4

Avanti P180 83.8

PC-12 PC12 72.5

Other Aircraft 78.6

Note: Energy Average is average of all events on a noise energy basis.


2012 Annual Report


Page 4-11


Figure 4-7Single Event Noise Level by Aircraft Report


Period: August 2012 to September 2012

Site: Moose

Operations: Arrivals Runway: 19 Tracks: ALL

Aircraft Energy Graph of Energy Average SEL

Average

SEL

560 C560 79.8

A319 A319 84.4

A320 A320 84.3

B757-200 Series B752 86.1

Super King Air 200,

HuronBE20 77.6

Airliner/Model 99 BE99 76.4

Citation Jet X C750 78.8

CJ CJ 81.3

Regional Jet CRJ7 82.8

BAe HS 125 Series

700/800H25B 80.1

Learjet 35 LJ35 82.3

Avanti P180 89.2

PC-12 PC12 80.4

Other Aircraft 79.9

Note: Energy Average is average of all events on a noise energy basis.


2012 Annual Report


Page 4-12



To better illustrate which aircraft generate the highest noise events, the 25 loudest single event noise levels at each measurement site were identified. These events were then correlated with an aircraft type and plotted. The results are shown in Figure 4-8 for the Moulton Loop. The figure includes the date and time of the event, the aircraft type, the operation, and the associated single event noise levels. For most of the measurement locations, the loudest identified aircraft were typically older generation corporate jets. Per the agreement between the airport and the U.S. Department of Interior, older generation Stage 2 aircraft with higher noise levels are not permitted to operate at Jackson Hole Airport. It is uncommon for an older aircraft to operate at Jackson Hole, however occasionally one operates without permission. The other sites are presented in Appendix F.

Once the single event data is correlated with the aircraft type and operation, the individual events can then be displayed. One such correlated event is displayed in Figure 4-9 for an aircraft measured at the Moose site. The figure shows the measured noise level from the time it exceeds the ambient threshold noise level, which was 48 dBA in this case, until it dropped below that threshold. The duration of the event in seconds is displayed along the horizontal axis while the noise level in dBA is displayed on the vertical axis. All of the acoustical data relating to the event, along with the correlated aircraft data, is shown in the event summary. Specific event data measured at the other measurement sites is presented in Appendix G.


Figure 4-8Loudest Aircraft Noise Events Site Report


Period: August 29, 2012 to September 11, 2012

Site: Moulton Loop - Zenith Drive and Spring Gulch Road

Aircraft Event Time AircraftOps Rwy Lmax SEL Graph Of SEL

P180 Sep 04, 08:28 P180 A 01 96.8 101.4

F900 Aug 30, 09:32 F900 D 19 98.0 101.3

B752 Sep 02, 08:13 B752 D 19 95.4 101.3

U Sep 02, 07:46 U D 19 95.7 101.2

FA50 Sep 12, 13:35 FA50 D 19 95.5 101.1

U Sep 07, 09:25 U D 19 93.4 101.0

U Sep 05, 09:28 U D 19 94.4 101.0

U Sep 03, 12:15 U D 19 99.2 100.7

U Sep 05, 08:27 U D 19 94.7 100.6

A319 Sep 07, 14:37 A319 D 19 97.6 100.5

U Sep 02, 14:00 U D 19 93.7 100.4

P180 Sep 06, 18:11 P180 A 01 96.3 100.3

U Sep 05, 08:56 U D 19 94.7 100.2

FA50 Sep 07, 18:11 FA50 A 01 83.3 99.9

U Sep 07, 13:09 U D 19 94.4 99.8

B752 Aug 31, 21:27 B752 A 01 95.8 99.8

U Sep 10, 08:31 U D 19 92.4 99.6

U Sep 01, 08:00 U D 19 92.4 99.5

B752 Sep 01, 17:32 B752 A 01 95.2 99.4

U Sep 06, 08:10 U D 19 93.7 99.3

C560 Sep 08, 11:17 C560 D 19 91.4 99.3

BE40 Sep 08, 14:59 BE40 D 19 94.2 99.2

B752 Sep 12, 08:21 B752 D 19 92.9 99.1

E135 Sep 03, 10:33 E135 D 19 97.5 99.0

U Sep 06, 13:20 U D 19 94.3 98.8


2012 Annual Report


Page 4-14


Figure 4-9Noise Event Plot Report


Period: September 10, 2012 8:09:19 AM

Site: Moose

Start time: 08:08:42 Lmax time: 08:09:19

SEL (dBA): 91.7 Max (dBA): 82.8

Duration (seconds): 76 Start to peak (seconds): 37

SEL threshold (dBA): 48

Filght No: N50HM

Aircraft Type: FA50 Dassault Falson

Operation: Departure

Runway: 01

Destination: KAPF Naples Municipal Airport

30

40

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70

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90

100

110

0 10 20 30 40 50 60 70 80 90 100

Seconds


2012 Annual Report


Page 4-15



4.5 DNL Noise Measurement Results

Aircraft-related DNL levels were calculated for each of the six long-term noise monitoring locations. Table 4-2 presents the results of the DNL noise measurements at the six noise-monitoring locations. This table lists the average aircraft-related DNL for the Spring/Summer measurement survey monitored at each site (August 30, 2012 to September 12, 2012).

Figure 4-10 shows the same results of the DNL noise measurements at the noise-monitoring locations in a graphical format. The top portion of the graph shows the average DNL noise level measured at each noise monitoring location. The bottom portion of the graph shows the range of daily DNL values along with the overall DNL for the entire measurement period. The results show the average noise exposure level at each site stays fairly consistent, with the range of DNL values at any given site being less than 10 dB, which is a narrow range in noise levels experienced at each location. While the number of operations measured at each site varies with the distance from the airport, the peak DNL days were an average of only 3 to 4 dBA higher than the average day. At the Moulton Loop site, the noise levels are nearly all as a result of aircraft noise. At the park sites, where the aircraft noise levels are lower, other sources of noise were a significant contributor to the DNL level.

Figure 4-11 graphically presents the DNL noise level due to the aircraft events as well as the ambient environment for each day the noise level was monitored at the Moulton Loop site. This figure presents the day-to-day change in noise levels. The top portion of the exhibit shows the total DNL level at the site for the day as well as the contribution due to aircraft noise events. The bottom portion of the graphic shows the distribution of measured SEL noise levels during the measurement period. Additional figures presenting this information for the other noise measurement sites are presented in Appendix H. Table 4-2 Aircraft DNL Noise Measurement Results Jackson Hole Airport 2012 Annual Report

Site # Name Description Aircraft

DNL

1 Moulton Loop Zenith Drive and Spring Gulch Rd. 60

2 Golf Course Jackson Hole Golf & Tennis Club 45

3 Barkers Ranch Circle H Ranch (Barker’s Residence) 33

4 Moose Moose Entrance 49

5 4 Lazy F Ranch 4 Lazy F Ranch 46

6 Timber Island East of Timber Island 32


Figure 4-10Aircraft DNLJackson Hole Airport 2012 Annual ReportPeriod: August 30, 2012 to September 12, 2012

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55

60

65

70

75

MOULTON GOLF BARKER MOOSE 4LAZYF TIMBER

Site

Aircraft DNL

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40

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50

55

60

65

70

75

MOULTON GOLF BARKER MOOSE 4LAZYF TIMBER

Site

Max

DNL

Min

Measured Minimum and Maximum DNL Range


2012 Annual Report


Page 4-17


Figure 4-11DNL Contribution and SEL Distribution ResultsJackson Hole Airport 2012 Annual ReportPeriod: August 30, 2012 to September 13, 2012Site: Moulton Loop - Zenith Drive and Spring Gulch Road

25

30

35

40

45

50

55

60

65

70

75

30 31 01 02 03 04 05 06 07 08 09 10 11 12 13

Day Of The Month

Aircraft

Other

Total

Aircraft, Other and Total DNL

0

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20

25

30

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65 71 77 83 89 95 101 107

SEL Noise Levels



2012 Annual Report


Page 4-18



4.6 Hourly LEQ Noise Measurement Results

Hourly average noise level values were calculated for each of the measurement locations. Hourly values include the aircraft LEQ, non-aircraft LEQ, and total LEQ. An example of the hourly aircraft LEQ and total LEQ noise data for the Golf Course site is presented in Table 4-3. The total LEQ noise level includes all sources of noise, including aircraft, other man made, and natural sources. This table shows that the hourly LEQ noise level varies throughout the day. Tables listing the calculated hourly LEQ noise levels for the remaining sites during each hour of measurement are presented in Appendix I.


Table 4-3Hourly Noise Level Site Report


Period: August 30, 2012 to September 12, 2012Site: Moulton Loop

Metric: Aircraft LEQ

DATE Hour Of The Day DNL

00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Aug 30 0 0 0 0 0 0 40 65 67 68 60 51 53 65 64 61 57 60 60 52 0 49 0 0 60

Aug 31 0 0 0 0 0 0 0 43 57 58 59 55 60 67 63 59 0 62 56 63 56 66 0 0 59

Sep 1 0 0 0 0 0 0 0 68 66 62 60 61 57 67 63 52 61 64 66 59 42 0 0 0 61

Sep 2 0 0 0 0 0 0 0 69 69 65 68 65 57 65 67 62 62 47 0 0 0 0 0 0 62

Sep 3 0 0 0 0 0 0 0 0 58 63 69 63 66 65 66 64 60 64 63 54 0 0 0 0 61

Sep 4 0 0 0 0 0 0 45 51 66 63 64 55 61 64 62 59 57 63 54 0 0 0 0 0 59

Sep 5 0 0 0 0 0 0 0 64 68 66 58 56 60 58 59 58 0 60 54 0 0 0 0 0 59

Sep 6 0 0 0 0 0 0 0 0 66 54 61 52 58 66 64 64 66 56 65 53 0 0 0 0 60

Sep 7 0 0 0 0 0 0 58 69 66 65 61 49 58 67 65 55 52 61 67 58 63 0 0 0 62

Sep 8 0 0 0 0 0 0 39 65 69 0 62 64 51 57 66 62 64 56 57 49 58 54 0 0 60

Sep 9 0 0 0 0 0 0 0 55 57 61 62 56 59 64 59 62 60 56 0 56 0 0 0 0 57

Sep 10 0 0 0 0 0 0 0 60 65 65 58 61 57 64 60 60 48 64 53 60 0 0 0 0 59

Sep 11 0 0 0 0 0 0 0 65 63 43 62 55 62 64 59 64 51 62 54 50 51 0 0 0 58

Sep 12 0 0 0 0 0 0 52 57 64 64 63 60 52 67 57 62 59 54 55 0 0 0 0 0 59

Energy

Average 0 0 0 0 0 0 48 64 66 63 63 60 60 65 63 61 60 61 61 56 53 55 0 0 60

Metric: Total LEQ

DATE Hour Of The Day DNL

00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Aug 30 34 37 40 34 40 40 50 65 67 68 61 56 60 65 64 61 58 60 60 54 47 51 43 42 61

Aug 31 52 42 31 39 38 42 49 55 59 59 61 58 61 67 66 60 70 64 62 64 56 66 45 40 62

Sep 1 39 42 44 43 43 44 44 68 66 63 60 62 59 67 64 58 62 64 66 60 56 55 53 53 62

Sep 2 52 52 52 52 53 53 54 69 69 66 68 65 57 66 68 63 63 55 52 50 46 48 41 39 64

Sep 3 43 33 34 37 41 41 50 54 59 64 69 75 70 65 66 65 62 64 63 55 50 45 43 38 65

Sep 4 29 28 30 40 39 41 51 57 67 64 64 56 62 65 64 62 60 64 59 48 48 44 43 39 60

Sep 5 36 31 31 31 39 43 58 69 68 66 62 57 61 63 62 61 57 62 56 49 48 47 45 40 62

Sep 6 39 38 31 39 40 45 51 56 66 56 62 57 60 66 65 66 67 58 65 55 51 50 44 42 61

Sep 7 41 39 39 40 42 45 58 69 66 66 61 53 58 68 66 61 62 61 68 61 63 49 47 45 63

Sep 8 41 41 34 42 40 45 48 66 69 52 62 65 53 65 67 62 64 57 58 51 59 54 46 43 61

Sep 9 48 37 44 42 38 35 47 57 58 61 62 57 59 65 62 62 61 65 50 60 46 46 47 43 59

Sep 10 39 36 60 39 41 43 49 63 66 66 59 62 58 64 63 63 59 65 58 61 47 46 42 39 62

Sep 11 41 40 30 29 40 39 49 66 65 59 63 59 63 65 63 64 57 63 57 53 57 46 45 45 60

Sep 12 41 39 32 39 39 44 54 59 69 66 65 61 55 68 59 62 69 61 57 56 48 49 45 43 62

Energy

Average 46 43 49 43 44 45 53 65 67 64 64 65 62 66 65 63 64 63 62 58 55 56 46 44 62


2012 Annual Report


Page 4-20



4.7 Summary of Spring/Summer Noise Measurements

The results of the annual noise measurements show that the airport is in compliance with the requirements of the airport Agreement. The measured noise levels are below the limits contained within the agreement. The requirements are that the annual DNL noise levels from aircraft noise at the Moose measurement location cannot exceed 55 DNL. The Barker site measurement cannot exceed 45 DNL. Aircraft noise levels within the park are calculated to be greater than 5 dBA below the levels specified within the airport Agreement with the Department of Interior.

4.8 Summary of Annual Noise Levels

The results of the annual 2012 DNL noise measurement results are presented in Figure 4-12 (includes both summer and winter measurement results). The results of these noise measurements were also compared with the measurement data from previous studies. Figure 4-13 presents the annual aircraft DNL noise levels from 1984 through 2012 for each of the measurement sites. (Note: the accuracy of the results diminishes at DNL levels below 40). The annual enplaned passengers for each of these years is also presented.

The results show that the airport is in compliance with the Use Agreement restrictions

with the Department of Interior. The annual aircraft DNL noise levels were measured to be 49 dBA and 33 dBA at the Moose and Barker sites respectively. This is significantly less than the 55 DNL limit at Moose and the 45 DNL limit at Barker that is contained in the use agreement restriction. The noise level at the Moulton Loop site was measured to be 60 DNL. This is less than the 65 DNL criteria used by the FAA as a guideline for the acceptability of residential land use.


Figure 4-12

2010 Annual DNL Noise Report


October 1st 2011 to September 30th 2012

Aircraft DNL Noise Levels Enplaned Passengers (000)

Moulton Loop Moose Barker Oct 1st to Sept 30th

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70

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cra

ft D

NL

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ise

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el

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84 90 95 00 05 10

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84 90 95 00 05 10

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84 90 95 00 05 10

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84 90 95 00 05 10

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FAA

Guideline

Lease Agreement

Restriction

Lease Agreement

Restriction

Jacksoh Hole Airport

2012 Annual Report


Page 4-22

Section 5 Computer Modeling


5.0 Computer Modeling

5.1 Introduction

Contour modeling is a very key element of this noise study. Generating accurate noise contours is largely dependent on the use of a reliable, validated, and updated noise model. It is imperative that these contours be accurate for the meaningful analysis of airport noise impacts. The computer model can then be used to predict the changes to the noise environment as a result of any of the development alternatives under consideration.

The FAA's Integrated Noise Model (INM) Version 7.0c was used to model the flight operations at Jackson Hole Airport. The INM has an extensive database of civilian aircraft noise characteristics and this most recent version of INM incorporates the advanced plotting features that are part of the Air Force’s Noisemap computer model.

Airport noise contours were generated in this study using the INM Version 7.0c. The original INM was released in 1977. The latest version, INM Version 7.0c, was released for use in December 2011 and is the state-of-the-art in airport noise modeling. The INM is a large computer program developed to plot noise contours for airports. The program is provided with standard aircraft noise and performance data for over 200 aircraft types that can be tailored to the characteristics of the airport in question. Version 7.0c includes updated databases that include some newer aircraft, the ability to include run-ups in the computations, the ability to include topography in the computations, and the provision to vary aircraft profiles in an automated fashion.

One of the most important factors in generating accurate noise contours is the collection of accurate operational data. The INM programs require the input of the physical and operational characteristics of the airport. Physical characteristics include runway coordinates, airport altitude, temperature and optionally, topographical data. Operational characteristics include various types of aircraft data. This includes not only the aircraft types and flight tracks, but also departure procedures, arrival procedures and stage lengths that are specific to the operations at the airport. Aircraft data needed to generate noise contours include:

• Number of aircraft operations by type • Types of aircraft • Day/Evening/Night time distribution by type • Flight tracks • Flight track utilization by type • Flight profiles • Typical operational procedures • Average Meteorological Conditions



The existing noise environment for Jackson Hole airport was analyzed based upon the

2012 analysis season (October 1, 2011 to September 30, 2012). The data was derived from various sources, which include aircraft tower counts and aircraft situation display (ASD) data. A variety of operational data is necessary in order to determine the noise environment around the airport. This data includes the following summary information and is discussed in detail in the following paragraphs:

Aircraft Activity Levels Fleet Mix Time of Day Runway Use Flight Path Utilization

The tower count data showed that for the period from October 1, 2011 through

September 30, 2012 there were a total of 26,241 annual operations, or an average of 71.9 operations per day (an operation is one takeoff or one landing). The breakdown by aircraft category was determined from a variety of sources that include:

Airport Radar Review of the aircraft based at Jackson Hole Aircraft Situational Display (ASD) The 2012 season aircraft operations for each category of operation are summarized in

Table 5-1. These operations are categorized as general aviation, business jets air taxi, commuters, regional and commercial jets. The total number of annual corporate jet aircraft was determined from the airport radar data source. The airport radar provides information on aircraft that file an instrument flight plan. It accounts for nearly all larger aircraft including corporate jets. Larger twin-engine propeller aircraft are also counted in airport radar, but smaller aircraft flying under visual flight rules are not always included. The INM model was based upon a compilation of all 26,349 operations at the airport. Table 5-1 SUMMARY OF OPERATIONS, (October 1, 2011 thru September 30, 2012) Jackson Hole Airport 2012 Annual Report

Category Type Annual Operations

Daily Operations

Percent Nighttime

Commercial Jet 3,554 9.7 0.5% Regional Jet 2,694 7.4 1.0% Small Commuter 52 0.1 0.0% Air Taxi 3,090 8.5 2.4% General Aviation Business Jet 6,927 19.0 1.7% Multi-Engine 1,854 5.1 3.3% Single-Engine 7,265 19.9 2.5% Helicopter 449 1.2 0.0% Military 264 0.7 0.0% Total Operations 26,241 71.9 1.9%



Fleet Mix. The fleet mix of aircraft that operate at the airport is one of the most important factors in terms of the aircraft noise environment. The corporate jet fleet mix data was determined from an extensive review of the airport radar database.

The airport has a restriction that bans Stage 2 corporate jet aircraft. Stage 2 refers to the FAA's Federal Aircraft Regulation Part 36 that categorizes jet aircraft based upon noise levels. Stage 2 refers to the older louder aircraft. Stage 3 refers to the newer generation quieter aircraft. For corporate jet aircraft the fleet was calculated to be 100% percent Stage 3.

Time of Day. In the DNL metric, any operations that occur after 10 p.m. and before 7 a.m. are considered more intrusive and are weighted by 10 dBA. Therefore, the number of nighttime operations is very critical in determining the DNL noise environment and is also very important to the residences around Jackson Hole Airport. The nighttime operations assumptions were estimated from a variety of sources. This included a review of the airport radar data. The nighttime operational assumption data are summarized in Table 5-1.

Runway Use. An additional important consideration in developing the noise contours is the percentage of time each runway is utilized. The speed and direction of the wind dictate the runway direction that is utilized by an aircraft. From a safety and stability standpoint, it is desirable, and usually necessary, to arrive and depart an aircraft into the wind. When the wind direction changes, the operations are shifted to the runway that favors the new wind direction.

For the Jackson Hole Airport, wind is generally calm with the predominate wind direction being from the south. Runway 19 is utilized more than the reverse runway direction, Runway 1. The airport also has a preferential runway use program to use Runway 19 when wind conditions permit. The runway utilization assumptions used in the study are presented in Tables 5-3 and 5-4. These tables present the percentage of operations by category utilizing each of the runways, for daytime and nighttime hours, respectively.

Table 5-2INM Case Summary ReportJackson Hole Airport 2012 Annual ReportOctober 1, 2011 thru September 30, 2012

Operations INM Daily Arrivals Daily Departures Total

Category Type Day Night Day Night Day Night Operations

Local GA Single Engine CNA172 0.22 82

GASEPF 2.18 795

GASEPV 1.09 397

Local GA Multi Engine BEC58P 0.30 111

Local Operations (Total) 1,385

Itinerant GA Single Engine CNA172 0.50 0.05 0.54 0.01 399

CNA182 0.93 0.02 0.93 0.02 691

CNA206 0.59 0.01 0.58 0.01 435

GASEPF 0.56 0.04 0.60 0.00 442

GASEPV 4.23 0.18 4.31 0.10 3,222

PA28 0.54 0.02 0.54 0.02 406

Itinerant GA Multi Engine BEC58P 0.91 0.07 0.94 0.04 717

PA31 0.39 0.00 0.37 0.02 284

Itinerant GA Turboprop CNA208 0.54 0.01 0.54 0.01 397

CNA442 0.87 0.01 0.86 0.02 643

PA42 0.14 0.00 0.13 0.00 99

Itinerant GA Helicopter B206L 0.14 0.14 104

EC130 0.47 0.47 345

Itinerant GA Business Jet CIT3 0.13 0.13 0.01 96

CL600 1.15 0.02 1.15 0.02 852

CNA510 0.18 0.18 0.00 131

CNA525C 0.60 0.58 0.01 436

CNA55B 1.25 0.01 1.23 0.02 917

CNA560E 0.75 0.01 0.75 0.01 558

CNA680 0.59 0.00 0.58 0.01 433

CNA750 0.73 0.01 0.72 0.02 536

ECLIPSE5 0.26 0.26 192

F10062 0.51 0.00 0.49 0.02 377

FAL20 0.03 0.03 24

GIIB 0.01 0.01 4

GIV 0.66 0.02 0.66 0.02 501

GV 0.16 0.00 0.16 0.00 118

IA1125 0.47 0.01 0.47 0.01 353

LEAR35 1.27 0.02 1.25 0.04 943

SABR80 0.62 0.00 0.61 0.01 457

Itinerant GA Operations (Total) 15,110

Itinerant Air Taxi BEC190 1.87 0.09 1.89 0.07 1,431

BEC9F 0.34 0.01 0.35 253

CNA441 0.81 0.01 0.80 0.01 594

DHC6 0.17 0.16 0.00 121

EMB135 0.06 0.00 0.06 0.00 46

EMB145 0.05 0.05 38

HS748A 0.10 0.10 73

PC12 0.49 0.01 0.49 0.01 362

P180 0.23 0.23 0.01 171

Itinerant Air Taxi Operations ( Total) 3,090

Commuter Turbo Props DHC830 0.07 0.07 52

Regional Jets CRJ701 3.62 0.07 3.68 0.01 2,694

Commercial Jets A319-131 2.31 0.01 2.32 1,695

A320-211 0.70 0.00 0.71 516

757PW 1.01 0.03 1.03 755

757RR 0.80 0.01 0.81 588

Itinerant Air Carrier Operations (Total) 6,300

Local Military C-21 0.13 0.13 92

Itinerant Military C-21 0.36 0.36 264

Military Operations (Total) 356

33.30 0.75 33.49 0.56 26,241Grand Totals

Daily Touch & Goes


2012 Annual Report


Page 5-4



Table 5-3 DAYTIME RUNWAY UTILIZATION (7 a.m. to 10 p.m.) Category Type Percentage Utilization

Rwy 19 Rwy 1 Arrivals General Aviation Single Engine 85% 15% Multi-Engine 85% 15% Business Jet 83% 17% Air Taxi 85% 15% Small Commuter 85% 15% Regional Jet 79% 21% Commercial Jet 83% 17% Military 85% 15% Departures General Aviation Single Engine 85% 15% Multi-Engine 85% 15% Business Jet 83% 17% Air Taxi 85% 15% Small Commuter 90% 10% Regional Jet 86% 14% Commercial Jet 83% 17% Military 90% 10% Table 5-4 NIGHTTIME RUNWAY UTILIZATION (10 p.m. to 7 a.m.) Category Type Percentage Utilization

Rwy 19 Rwy 1 Arrivals General Aviation Single Engine 85% 15% Multi-Engine 85% 15% Business Jet 83% 17% Air Taxi 85% 15% Small Commuter 50% 50% Regional Jet 29% 71% Commercial Jet 67% 33% Military 0% 0% Departures General Aviation Single Engine 85% 15% Multi-Engine 85% 15% Business Jet 63% 37% Air Taxi 85% 15% Small Commuter 85% 15% Regional Jet 73% 27% Commercial Jet 85% 15% Military 0% 0%



Flight Path Utilization. The Airport Board has established paths for aircraft arriving and departing Jackson Hole Airport. These paths are not precisely defined ground tracks, but represent a broad area over which the aircraft will generally fly. The modeling analysis includes a total of eight departure flight tracks and six arrival flight tracks to model the aircraft flight paths at Jackson Hole Airport. Aircraft flight tracks were obtained by observations during the measurement survey, discussions with airport staff and air traffic control personnel, and a review of aeronautical charts.

The flight paths developed for use in the INM model are presented in Figure 5-1 and 5-2. Figure 5-1 presents departure and arrival flight paths for Runway 19. Figure 5-2 presents departure and arrival flight paths for Runway 1.

The flight track data was used to help define the location of the aircraft flight paths and in the correlation of the noise measurement data with the aircraft operational data.


Figure 5-1Flight Tracks for South Flow Jackson Hole Airport 2012 Annual Report

Legends: Arrivals Departures

Arrival and Departure Tracks for Runway 19


2012 Annual Report


Page 5-7


Figure 5-2Flight Tracks for North Flow Jackson Hole Airport 2012 Annual Report

Legends: Arrivals Departures

Arrival and Departure Tracks for Runway 1


2012 Annual Report


Page 5-8



5.4 INM Modeling Results

Noise metric used. The noise metric used to assess the 2012 annual noise contour is the Day Night Noise Level (DNL). The DNL index is a 24-hour, time-weighted energy average noise level based on the A-weighted decibel. It is a measure of the overall noise experienced during an entire year of flight operations. The time-weighted refers to the fact that noise that occurs during certain sensitive time periods is penalized for occurring at these times. In the DNL scale, noise occurring between the hours of 10 p.m. to 7 a.m. is penalized by 10 dB. This penalty was selected to attempt to account for the higher sensitivity to noise in the nighttime and the expected decrease in background noise levels that typically occurs in the nighttime. The INM contours are presented in Figure 5-3.



6.0 Summary

6.0 Summary

The principal reason for the reduction in noise that has occurred at the airport since 1984 is the increased utilization of new generation Stage III aircraft that are substantially quieter than the aircraft that predominantly served the airport in the past. The results of the noise measurements show that the airport is in compliance with the requirements of the Airport Use Agreement. The measured noise levels are below the limits contained within the agreement. The requirements are that the annual DNL noise levels from aircraft noise at the Moose measurement location cannot exceed 55 DNL and at the Barker site cannot exceed 45 DNL. Aircraft noise levels within the park are calculated to be greater than 5 dBA below the levels specified within the Airport use agreement with the Department of Interior. The 65 DNL noise contours do not extend beyond the airport boundary. There are no residential land uses exposed to noise levels in excess of 65 DNL. The location of the new permanent Moulton Loop monitoring site is located closer to the airport than the temporary site used in the past. This is reflected in a 0.4 dBA increase reading at Moulton Loop.

section 2€¦ · section 2 background information on noise jackson hole airport . bridgenet...

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